Duplex automatic and straight-air brake.



w. V. TURNER.

APPLICATION FILED NOV. 14, 1906.

Patented July 26, 1910.

2 SHEETS-SHEET 1.

To Sandi/7y Dee/cg f g .1 se a r t 7 j J W N, Q12.- *1 8 w mverron W. V. TURNER.

DUPLEX AUTOMATIC AND STRAIGHT AIR BRAKE.

, APPLIOATIOK FILED HOV. 14,1906. 9 1 Patented July 26,1910.

2 BHBETS-SHBET 2.

,G V O G WITNESSES INYENTORf' V/M W orthree cars, as a motor car and trailer, or

UNITED STATES PATENT OFFICE.

WALTER v. TURNER, or EneEwoonrENNsYLvnNm, AssIeNon TO THE WESTING- nousE AIR BRAKE COMPANY, or'rrrrsnune, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

DUPLEX AUTOMATIC 'AND STRAIGHT-AIR BRAKE.

caem.

Patented July 26, 1910.

Application filed- November 14, 1906. Serial K013413357.

To all whom it may concern: p H 1 Be it known that I, WALTER V.-

V En,a citizen of the United States, residing at- Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in puplexAutomatic and Straight-Air Brakes, of whichthe following is a specification.

This invention relates to a combined automatic and straight airbrake apparatus for railway cars, and more particularly to that type of brake in which direct or straight air is employed for service applications, and an automatic valve device is operated by a re duction in train pipe pressure to supply air to the brake cylinder in emergency applica- This form of equipment is. especially adapted to be employed in traction. service, as in the'case of electric cars, where the. cars are operated singly some of the time, but at other times are coupled up in trains of two two or more motor cars.

- The principal object of my presentinven tion is to provide an improved apparatus of .this character, and having a larger brake cylinder area subject to the fluid pressure in emergency applications than in the straight air service applications of the brakes, whereby the braking. power in service may be finely graduatedrand not be excessive, while a vmuch greater braking power is obtainable injemergencie's for stopping in the shortest possible time. a

Another object is to provide an improved apparatus, whereby the sanding device will be automatically operated in emergen'cyapplications of the brake. v

In the accompanying drawings; Figure 1 is a diagrammatic elevation of a car brake equipment embodying my improvements;

lFlg. 2a similar diagrammatic View of a portion of saidapparatus on a larger scale, the brake valve, emergency valve and duplex brake cylinder being shown in vertical section; and Fig. 3 aview showing a modified arrangement of brake cylinders and emer genfiyvalve device for -co6perating therewit. T

from any convenient source,

"the brake valves to emergency valve device 10, and-a straight leading to the ployed witha single a constant dpiston area for both straight air As shown in the drawings, this apparatus, as heretofore used, comprises a reservoir 1, whichmay, besupplied with compressed air such as motordriven pump 5, a reservoir pipe 6 extending to the motormans brake valve 9, one at each end of the car, a train pipe 8 leading from piston chamber of the air pipe leading from the brakevalves to and through the emergency valve device to the brake cylinder for supplying'and releasing air in service applications a The brake valve chamber communicates with the reservoir through pipe 6 and the valve seat has ports communicating with pipes 7 and 8 respectively and-exhaust port 19, while the rotary valve 16 is provided with a through port (not shown) for supplying air to the pipe 7' in service position, a

port 18-for feeding the train pipe 8 in normal or release position, and a cavity 17 for connecting the straight air pi'pe 7 with the exhaust port 19. p

The train pipe and straight air'pipe. are usually extended to the ends of the car and provided with cocks and couplings for connectionwith corresponding pipes on adjacent cars when the same are coupled together. p v

The automatic emergency valve comprises a casing communicating with the reservoir pipe 6 and containing a piston 20 and slidevalve 21 having a cavity 22 for normally afi'ording communication from'the straight air pipe 7 to the port or pipe 23 rake cylinder, the spring 25 acting to normally hold the valve in, this position. When asudden' reduction is made In. train pipe pressure the piston 20 moves the valve 21 to' ..cut oft communication through the strai ht air pipe and brake cylinder port 23 an to open the reservoir supply directly into the brake cylinder for applying the brakes with-maximum pressure n emergencyapplications. I 4 1 Heretoforeithis apparatus has been emrake cylinder having service an, automatic emergency applicaapplication, This may be accomplished intions, but according to'my improvement I propose to employ a larger brake cyhnder area in the emergency than in the service various ways, such as providing a service brake cylinder of suitable size for straight air applications, and a separate larger brake cylinder to which air is supplied by the automatic valve device only in emergency applications, or air may be supplied to'both brake cylinders in emergency applications and to only one in service, in which case the brake cylinders may be of the same size or of different sizes, as desired.

In 1 and 2 I have shown a brake cylinder construction which may be termed a compound or duplex brake cylinder, wherein the smaller or service brake cylinder 11 containing piston 14 is mounted on the large piston 15 and inside ,the large emergency brake cylinder 12. A port 26 leads through-the head 15 of the large piston into the small cylinder and is surrounded by a raised flange 27, which normally en-' gages a gasket in the head of the large cylinder and makes a tight joint around the port 23 for supplying straight air from pipe 7 directly intothe service brake cylinder without permit-ting the same to act on the face of the large piston. The emergency valve is provided with an additional port.

. 24 leading into the large or emergency brake cylinder 12,.which port is adapted to be opened by the movement ofthevalve 22 to supply air from the reservoir to'the large brake cylinder in emergency applications.

In strai ht air. service applications, air is supplie to and released from the small or service brake cylinder 11 by the "usual movements of the brake valve 9 in controlling the .ports communicating with the straight ai-r pipe, and opening emergency port 24 for supplying air from the reservoir to the large brake cylinder and thereby applying the brakes with full maximum pressure.

If desired, the service and emergency brake cylinders may be arranged separate, as shown in Fig. 3, and the emergency valve ma be designed to supply air to only one or to 0th of said cylinders, as shown, for instance, by a port 28 in slide valve 21, which registers with port or pipe 23 when the port or passage 25 is uncovered. In .this case the greater brake cylinder area operating in emergencies comprises the combined area of both cylinders. In order to release after an emergency application, the brake valve is returned to normal'release' position, Fig. 2, and air from the reservoir equalizes through port 18 and train pipe 8 on the piston 20, whereupon the spring 25 moves the valve to its normal position and the cavity 22 connects brake cylinder port 23 with the straight air pipe 7, which is then open to the atmosphere through ports 16 and 19 in the brake valve. The duplex brake cylinder construction shown in Fig. 2 has the advantage that the air from the emergency brake cylinder may be released through the service port 23, since this is open into said cylinder when the large pistonohas been pushed out, but with the modification shown in Fig. 3 the valve 21 may be provided with a small cavity 29 for connecting the port 24 to a small exhaust port 30, as indicated in dotted lines, for releasing the emer ency brake cylinder 12 to the atmosphere w en the valve returns to its normal position. 1

In order to increase the adhesion for the purpose of making a quick stop in emergency applications of the brakes, it is a customary practice to apply sand to the rails at such times,-and means operated by the movement of the brake valve to emergency osition for automatically sanding the rails have heretofore been proposed,but with such devices no sand is automatically supplied in case of an emergency applicat on produced automatically or by any other means than the brake valve. It has also been proposed to take air from the brake cylinder to operate the blower of the sanding device when the brake cylinder is provided with some means for maintaining its pressure against leakage, but in this case the sander is operated automatically at all brake applications, both service and emergency, whlch is often not desirable. According to this feature of my improvement, a pipe 13 is shown as leading from the emergency brake cylinder connection to the blower of a sanding device (not shown), whereby sand will be automatically applied to the rails at each emergency application of the brakes, but not in service applications. There will be no material reduction in the pressure in the emergency brake cylinder due to the air flowing to the sanding device, since the reservoir communicates with the emergency brake cylinder in emergency applications and is supplied by the airump;

IVithIn the scope of my invention any suitable or preferred form of sanding device applications.

may be employed which is governed or operated by the air ressure supplied tothe emergency brake cy inder, I

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a fluid pressure brake, the combination with a brake cylinder, and a brake valve for controlling the supplyof straight air to the brake c linder in service applications, of a valve device for supplying air to a larger brake cylinder areain emergency 2. "In a fluid pressure brake,'the combination with a service brake cylinder, a strai ht .air pipe, a train pipe, and a brake valve or controlling the supply of air to the service brake cylinder through the straight air pipe,

'of an automatic valve device operated by a variation in train ipe pressure for supplying air to a larger brake cylinder area.

3. In a fluid pressure brake, the combination with a service brake cylinder, and a brake valve for controlling the supply of air to said brake cylinder in service applications, of an emer ency brake cylinder, and an .au tomatic vaIve'device for supplying air to said emergency brake cylinder in emergency applications.

4. In a fluid pressure brake, the combination with a service brake cylinder, a strai ht air pipe, and'a brake valve forcontrolhng the supply-of air to said brake cylinder, of 1 an emergency brake cylinder, a train ipe, and an automatic valve device operated y a variation in train pipe pressure for supplying air to said emergency brake cylinder.

5. In a fluid pressure brake, the combination with a reservoir, a service brake cylinder, and a brake valve for controlling the supply of air from said reservoir to the service brake cylinder, of an emergency brake valve, and an automatic valve device for supplying air from saidreservoir to the emergency brake cylinder.

6. In a ti id pressure brake, the combination with a; reservoir, a service brake cylinder, a straight air pipe, and a brake valve for controlling the supplyof air from said reservoir to said pipe, of a train pipe, an emergency brake cyllnder, and an automatic valve device operated by a reduction in train pipe pressure to supply air from said reservoir to the emergency brake cylinder.

7 In a fluid pressure brake, the combination with a reservoir, a train pipe, a straight I air from said reservoir to the emergency brake cylinder. V

8. In a fluid pressure brake, the combination with a reservoir, a train pipe, a straight air pipe, and a service brake cylinder communicating therewith, of an emergency 7 brake c linder, an automatic valve device operate :by a reduction in train pipe pressurev to supply air from said reservoir to the emergency brake cylinder, and abrake valve having connections with th'e reservoir, the train pipe, and the straight air pipe. 9. In a fluid pressure brake, the combination with a service brake cylinder, a straight air pipe c0mmunicating therewith, and means for controlling the supply of air to said straight air pipe, of an emergency brake cylinder, and an automatic valve, device for cutting off communication with the straight air pipe and supplying air to said emergency brake cylinder in emergency-applica, tions. V

10. In a fluid pressure brake, the combination with a service brake cylinder, a straight air pipe communicating therewith, and

means for controlling the supply of air to said pipe, of an emergency brake cylinder, a train pipe, and an automatic valve device operated by a reduction in train pi e pressure for cutting ofi' communication straight air pipe and supplying air to said emergency brake cylinder.

11. Ina fluid pressure brake, the combination with a reservoir a service brake cylinom the der, a straight air pipe, and a brake valve for controlling the supply of air to said p1pe,'of a train pipe, an emergency brake cylinder, and an automatic valve device operated by a reduction in train pipe pressure for closing communication with the straight air pipe, and opening communication from the reservoir to the emergency brake cylinder.

12. The combination with a fluid pressure brake a paratus having a brake cylinder to which fliiid is supplied in emergency applications only, of means operated by the fluid thus supplied to the emergency brake cylinder for controlling a sandlng device.

13. The combination with a fluid pressure brake ap aratus having a service'brake cylinder an an emergencybrake cylinder, of means operated by fluid supplied to the emergenc brake cylinder for controlling a sanding evice.

inder and an emergency brake cylinder, of

a sanding device, and a pipe connectionfrom the emergency brake cylinder to said sandingdevice. v

15. In a fluid pressure brake, the combination with a brake cylinder and a brake valve for controlling the direct supp fluid under pressure to the brake cy semen ly' of pipe, and means operated by a reduction in 10 inder, train pipe. pressure for applying .the brake of, an automatic valve device for effecting With greater "power.

an application of the brakes with greater power.

16. In a fiuid pressure brake, the combination with a brake cylinder and a brake I valve having ports for sup lying fluid under pressure to the brake cy inder, of a train In testimony whereof I have hereunto set my hand.

WVALTER V. TURNER. Witnesses:

R. F. EMERY,

J. B. MACDONALD. 

